EP2054608B1 - Inverseur de poussée pour moteur d'aéronef - Google Patents

Inverseur de poussée pour moteur d'aéronef Download PDF

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Publication number
EP2054608B1
EP2054608B1 EP07789287.5A EP07789287A EP2054608B1 EP 2054608 B1 EP2054608 B1 EP 2054608B1 EP 07789287 A EP07789287 A EP 07789287A EP 2054608 B1 EP2054608 B1 EP 2054608B1
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EP
European Patent Office
Prior art keywords
power unit
cowl
unit according
fluid
thrust
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Application number
EP07789287.5A
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German (de)
English (en)
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EP2054608A1 (fr
Inventor
Michael John Hatrick
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Short Brothers PLC
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Short Brothers PLC
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/54—Nozzles having means for reversing jet thrust
    • F02K1/64—Reversing fan flow
    • F02K1/70—Reversing fan flow using thrust reverser flaps or doors mounted on the fan housing
    • F02K1/72—Reversing fan flow using thrust reverser flaps or doors mounted on the fan housing the aft end of the fan housing being movable to uncover openings in the fan housing for the reversed flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2250/00—Geometry
    • F05D2250/30—Arrangement of components
    • F05D2250/31—Arrangement of components according to the direction of their main axis or their axis of rotation
    • F05D2250/314—Arrangement of components according to the direction of their main axis or their axis of rotation the axes being inclined in relation to each other
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • the present invention relates to a thrust reverser structure for an aircraft engine and to an engine having that thrust reverser structure.
  • Thrust reversers for aircraft engines, particularly gas turbine engines, are well known and take many and varied forms.
  • One form of thrust reverser structure when used on a gas turbine engine having a by-pass fan and by-pass fan duct utilises so-called blocker doors which are activated by a cowl portion which translates rearwardly in a direction parallel to the engine axis and activates the blocker doors by means of an articulated linkage to substantially block the by-pass duct to propulsive fluid flow and redirect that fluid flow through a second outlet having flow directing cascades to provide reverse thrust to slow an aircraft when landing, for example.
  • the by-pass fan duct may be contoured to optimise fluid flow therethrough when in normal propulsive mode to provide forward thrust
  • the blocker doors add weight as do the cascades which has implications for fuel economy.
  • the articulated activating linkage also adds weight, is prone to wear and requires maintenance all of which add cost.
  • thrust reversers known as "natural blockage” thrust reversers have been successfully used. Examples of this type of thrust reverser are exemplified in GB-A-2 368 566 and EP-A-1 515 035 both of which are of common ownership herewith.
  • a translating cowl moves in a rearwardly direction parallel to the engine axis to open an outlet through which a fluid efflux emanates in a generally forwardly direction to provide reverse thrust.
  • the by-pass fan duct has a more exaggerated curved contour in the region of the reverse thrust fluid outlet when viewed in the radial direction so as to enable structure on the translating cowl itself to block fluid flow to the by-pass fan duct propulsive outlet.
  • the cowl structure itself "naturally blocks" the by-pass fan duct and obviates the need for blocker doors and their associated structure and mechanisms.
  • this type of thrust reversing arrangement more efficiently blocks the by-pass fan duct than do the earlier blocker door arrangements.
  • the by-pass fan duct must have a more pronounced curvature or profile resulting in the surface area of the by-pass fan duct being increased which causes a small weight increase but, more importantly, causes pressure losses in the fan duct that may reduce forward thrust performance and consequently increase fuel burn. These considerations become increasingly important as engine size increases.
  • this type of thrust reverser has been successfully used on commercial regional jet aircraft.
  • the power unit axis is the axis about which the rotating elements of the power unit rotate.
  • An example of a power unit contemplated in the present invention is a gas turbine engine.
  • the power unit may be a gas turbine engine having a by-pass fan and by-pass fan duct.
  • the efflux duct may be the by-pass fan duct.
  • the efflux duct in the region of the gas outlet exit for the deployed position of the thrust reverser structure has a more exaggerated curvature than that of the efflux duct of the power unit of the present invention.
  • the translating cowl moves in an axial direction parallel to the engine axis.
  • An important advantage of the present invention is that the efflux or by-pass fan duct may now be optimised in respect of largely aerodynamic considerations so that when the engine is in normal propulsive mode, which is for the vast majority of engine operating time, the engine may operate at its aerodynamic optimum consequently optimising fuel economy.
  • the translating cowl moves along a path which is inclined to the power unit axis, the cowl cannot be in a single piece as it may be in the prior art structures.
  • the translating cowl may take the form of two translating cowl portions which may be orientated relative to each other diametrically opposite to one another. Whilst it is stated that there may be two cowl portions, it is feasible for there to be more than two cowl portions, however, it is believed that two cowl portions constitute the most efficient implementation of the present invention in terms of complexity, weight and thrust reversing efficiency.
  • the power unit may be provided with fixed structure on which the translating cowl portions may be moveably mounted, supported by slider rails.
  • the slider rails may be orientated at an angle to an imaginary plane passing through the power unit axis.
  • the angle at which the translating cowl portions move relative to the power unit axis may depend to a certain extent on the geometry of the engine nacelle itself. However, it is believed that an angle in the range from 5° to 20° may cover most geometries whilst a range of 5° to 12° is more preferred. Clearly, for any one design installation only one unique angle will be employed.
  • the translating cowl portions and fixed structure may be provided with actuators therebetween, for example, to deploy and retract into the stowed position the cowl portions as required.
  • the fixed structure and slider rails mentioned hereinabove may be mounted in the 12 and 6 o'clock positions.
  • the fixed structure and slider rails may be at the 3 and 9 o'clock positions.
  • the imaginary plane referred to above may be a substantially vertical plane in the former case and a substantially horizontal plane in the fatter case.
  • the power unit and thrust reverser structure may employ conventional cascades situated in the second fluid exit opening and exposed to fluid efflux when the translating cowl portions are deployed to their operative positions.
  • the cascades may be canted or tilted relative to the engine axis giving a slight frusto-conical appearance to the cascades.
  • the leading edge of the cascades (relative to the engine) may have a greater diameter than the trailing edge thereof.
  • the benefit of canted cascades is that the trailing edge is moved further inwardly, away from the trajectory of movement of the translating cowl portions permitting a steeper angle of movement (towards the upper end of the range of 5° to 20° mentioned above) allowing a significantly reduced deployment stroke.
  • the cascades may be canted at an angle of between 0.5° and 10° with a range of 2° to 7° being preferred.
  • the actual angle will depend on the engine configuration in question and will inevitably be a compromise between several variables to provide an optimum overall configuration.
  • a reduced deployment stroke has consequent benefits in weight saving and, where allied to steeper deployment trajectory, the possibility of greater optimisation of the aerodynamics of the by-pass fan duct leading to better fuel burn.
  • This embodiment may be of greatest applicability to larger, more powerful engines where reduction of fuel burn will provide greater overall benefits than maximisation of reverse thrust per se which, in any event, will be entirely adequate.
  • conventional cascades may be dispensed with and alternative aerodynamic devices such as slots and slats, for example, used to secure the desired reverse thrust from the fluid efflux.
  • the thrust reverser cowl portions of the present invention are of necessity constituted by at least two distinct and separate parts since they move relative to each other.
  • the cowl portions of the present invention are arranged, when being deployed, to move along defined paths towards each other away from the stowed position.
  • gaps may exist about the area of separation of the cowl portions between the stationary core cowl and the translating cowl portions at about, for example, the 11 and 1o'clock and 6 o'clock positions giving leakage of gaseous fluid in these areas and thereby reducing the magnitude of reverse thrust.
  • gaps may be reduced, minimised or eliminated by tailoring the core cowl shape in these regions to match the deployed translating cowl portion shape at the deployed position. This has the effect of reducing the by-pass fan duct area in these regions when the translating cowl portions are in their stowed position thus reducing the flow area in these regions.
  • the shape of the translating cowl inner surface may be adapted to cooperate with the revised shape of the core cowl when in the deployed position.
  • a significant advantage of the present invention is that substantially no change is required to the by-pass fan duct shape in order to achieve reverse thrust performance comparable to prior art arrangements whilst recouping the fuel economy losses caused by the prior art arrangements, it is a fact that by utilising the principle of the present invention, for a relatively small change to fan duct shape then even greater weight savings, through shorter deployment stroke (and its consequent effect on actuator length and weight) and a reduction in the angle of the slider rails, may be achieved.
  • Such a small change to fan duct shape may be considered a "best compromise" whereby the small changes have a minimal or insignificant effect on forward thrust performance or fuel burn but nevertheless permit increased weight savings.
  • the present invention exhibits all of the benefits of prior art so-called natural blockage thrust reversers in that it does not require blocker doors or associated operating mechanisms but, also does not require major changes to the by-pass fan duct geometry thus, saving weight and improving reliability whilst suffering no forward thrust or fuel economy penalties.
  • Figure 1 shows a cross section through a typical conventional aviation gas turbine engine 10 equipped with a fan 12.
  • the engine has an air inlet 14 surrounded by a by-pass fan cowl 16, the mass of air 18 being initially compressed by the fan 12 before being split into two major portions; the first portion 20 being drawn into the engine core 22 to be further compressed by the compressor section 24 before being mixed with fuel for combustion in the combustor section 26 and expanding through a turbine section 28 before being exhausted through a core exhaust duct nozzle 30; and, the second major portion 32 being diverted through a by-pass fan duct 34 and exhausted through a by-pass fan duct exhaust nozzle 36.
  • the thrust reverser arrangement 38 with which the present invention is concerned is generally located around the middle of the by-pass fan duct 34.
  • the by-pass fan duct 34 comprises an inner cowl member 40 which surrounds and covers the engine core 22 and an outer by-pass fan duct cowl member 42; the inner 40 and outer 42 cowl members defining the internal shape of the by-pass fan duct 34 per se.
  • Figures 2A and 2B show a schematic cross section through a first embodiment of a thrust reverser arrangement 38 according to the present invention; Figure 2A being in the stowed (i.e. inoperative position) and 2B being in the deployed (i.e. operative position). Only the essential features of the invention are shown for the sake of clarity, and furthermore, only one side of the engine at a position circumferentially intermediate the location of slider rails on which the translating cowl portions (both of which to be described below) are mounted.
  • Figures 2A and 2B are perhaps best viewed together with Figures 3A, 3B and Figure 4 which show the thrust reverser arrangement of the present invention in the context of a whole engine 10 and a mounting pylon therefor.
  • the thrust reverser arrangement of the present invention comprises an inner by-pass fan duct cowling 40 surrounding the engine core 22 and an outer, translatable by-pass fan duct cowling portion 50.
  • Both cowling portions 50, 52 are mounted on fixed structure 54, 56 at the 12 o'clock and 6 o'clock positions (best seen in Figures 3 and 4 , respectively) at their circumferential extents; the engine 10 being mounted on a pylon 58 under an aeroplane wing (not shown).
  • the translatable cowl portions 50, 52 comprise an outer surface 60 which, when in the stowed position ( Fig,2A ), provides a fairing continuing the aerodynamic contour of the by-pass fan engine cowl 16; and an inner surface portion 62 which provides aerodynamic continuity for the radially outer surface of the by-pass fan duct 34 when in the stowed position.
  • the cowl portions 50, 52 possess a semi-annular inner cavity 64 which in the stowed position covers (in this embodiment) cascade devices 66 which assist in diverting airflow into the reverse direction when the translating cowl portions 50, 52 are deployed into their operative positions.
  • the fixed structures 54, 56 include angled slider rails (not shown) which are set at a predetermined angle to an imaginary vertical plane 70 (vertical because the engine of this embodiment is mounted on a pylon) passing through the engine axis 71, the cowl portions having cooperating cleats (not shown) which slidably engage the slider rails, the cleats being positioned at the cowl portion edges, 72, 74.
  • the angle of the slider rails is indicated by the arrow 80 in Figure 2 .
  • the slider rails at each cowl portion edge 70, 72 are parallel to each other to permit the essentially rigid cowl portions 50, 52 to slide therealong.
  • Suitable hydraulic actuators are located in the cowl portion cavities 64 to move the cowl portions between the stowed and deployed positions. As the cowl portions move rearwardly into their deployed positions an inner leading edge portion 76 of the inner surface 62 is brought into proximity with the inner core cowl surface 40 to block a major proportion of the by-pass fan duct 34 area and cause the air flow to be diverted out of a second gaseous fluid exit opening 78 through the cascade devices 66.
  • the by-pass fan duct nozzle 36 is the first fluid exit opening and through which air exhausts for the vast majority of the engine 10 running time.
  • the angle which the slider rails make to the vertical plane 70 is 12°.
  • the 3-dimensional shape of the by-pass fan duct 34 is optimised so as to give the best forward thrust performance and fuel burn characteristics.
  • the area of the by-pass fan duct 34 which the translating cowl portions 50, 52 are seeking to block when in the operative deployed position is denoted in Figure 4 by the reference numeral 34.
  • the right hand side of Figure 4 shows the cowl portion 50 in the stowed position and the left hand side of Figure 4 shows the cowl portion 52 in the deployed position, however, it will be appreciated that both cowl portions 50, 52 are either both stowed or both deployed.
  • Figure 5 shows schematically a second embodiment of the present invention comprising a modification to the shape of the core or inner by-pass fan duct cowl 40 in the regions of areas 84, 86.
  • the radial extent of the core cowl 40 is increased in the 11 o'clock 90 and 6 o'clock 92 positions adjacent areas 84, 86 (so too are the corresponding portions at the 1 o'clock and opposite 6 o'clock positions as viewed on the right hand side of Figure 4 ) so as to more closely approach the deployed cowl portion inner leading edge portion 76 in these positions.
  • This has the effect of reducing the by-pass fan duct 34 area in these regions when the translating cowl portions are in their stowed position thus reducing the flow area in these regions.
  • a third embodiment of the present invention is shown with reference to Figures 6A and 6B; 6A showing the thrust reverser arrangement in the stowed position and 6B in the deployed position.
  • the basic structure of the reverse thrust arrangement in this embodiment is essentially the same as that described with reference to Figure 2 .
  • the reverse air flow assisting cascades 66 are replaced by a slot 100 arrangement defined by slats 102.
  • the shape of the cavity 64 is so formed as to generate suitable flow and back pressure characteristics to assist air flow out of the second gaseous fluid exit opening 78, the slats 102 assisting the air flow to adhere to a nose portion 106 of the fixed cowl 16 to prevent flow separation and maximise reverse thrust air flow 108.
  • the principles relating to control of air flow in this embodiment are fully described in EP-A-1 515 035 of common ownership herewith.
  • a fourth embodiment of the present invention is shown with reference to Figure 7 .
  • the reverse thrust arrangement is essentially the same in principle and as described with reference to Figures 2 , 3 and 4 , however, the angle along which the slider rails (not shown) are set to the vertical plane 70 is different from that of the previous embodiments.
  • the angle of the slider rails is 7° to the vertical plane 70. The effect of this is that the cowl portions 50, 52 do not converge towards each other during deployment at the same rate as in the first embodiment, for example.
  • the advantage of this embodiment is that even greater weight savings may be achieved through a shorter deployment stroke of the translating cowl portions (and smaller actuators) for only a minimal effect on forward thrust performance.
  • the lower angle along which the cowl portions move also has consequent benefits in reducing the area (described with reference to Figures 4 and 5 ) through which residual forward thrust leakage occurs when the translating cowl portions are deployed.
  • the requirement for shape changes to the core cowl and/or to the internal shape of the translating cowl portions as described hereinabove is reduced.
  • FIG. 8A and 8B A fifth embodiment of the present invention is shown with reference to Figures 8A and 8B .
  • the cascades 140 are provided in a different orientation with respect to the engine axis 71 and, instead of being substantially parallel to the axis 71, they are themselves canted or tilted relative to the engine axis.
  • the cascades 140 are mounted at an angle of 4° to the axis 71 thus, the cascades have a frusto-conical appearance with the leading edge 142 having a greater diameter than the trailing edge 144.
  • the canted cascades permit the translating cowl portion 50 to move at a steeper angle to the axis 71 and vertical plane 70 since the cascade trailing edge is effectively moved further away from the trajectory, indicated by the dashed line 146, of the forward edge (relative to the engine) of the moving cowl portion 50.
  • the angle of movement of the cowl portion 50 along the sliders is 17° (indicated by the angle ⁇ ) to the axis 71 and plane 70.
  • Consequent benefits of a shorter stroke are as set out above in reduced weight and complexity with the possibility of greater aerodynamic optimisation of the shape or profile of the by-pass fan duct 150.
  • the fifth embodiment may be more applicable to a larger, more powerful engine where the benefits to be gained from aerodynamic optimisation of the by-pass fan duct profile and reduced fuel burn are more likely to outweigh the benefit of increased reverse thrust, by maximisation of blockage of by-pass fan duct area, which reverse thrust will, in any case, be entirely adequate.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Claims (12)

  1. Unité de puissance (10) destinée à fournir une poussée propulsive au moyen d'un flux de fluide gazeux, l'unité de puissance comprenant un conduit d'écoulement (34) définissant un premier trajet d'écoulement de fluide le long duquel ledit fluide gazeux passe pour être évacué d'une première ouverture de sortie de fluide pour fournir ladite poussée propulsive ; l'unité de puissance ayant une structure d'inversion de poussée qui, en position opérationnelle déployée, redirige l'écoulement de fluide gazeux le long d'un second trajet d'écoulement de fluide pour être évacué d'une seconde ouverture de sortie de fluide (78) pour fournir une poussée inverse ; la structure d'inversion de poussée comprenant des parties de capot à translation longitudinale (50, 52) qui sont mobiles d'une première position repliée à une seconde position déployée et dans ladite seconde position déployée une forme interne (62) desdites parties de capot bloque une proportion majeure de ladite première ouverture de sortie de fluide pour provoquer l'écoulement de fluide gazeux à partir de ladite seconde ouverture de sortie de fluide, la structure d'inversion de poussée étant caractérisée en ce que lesdites parties de capot se déplacent dans une direction globalement longitudinale vers la position déployée le long d'un trajet linéaire (80) entre les positions repliée et déployée qui est incliné par rapport à l'axe de l'unité de puissance (71).
  2. Unité de puissance selon la revendication 1, dans laquelle un angle d'inclinaison dudit trajet (80) est compris entre 5 et 20 °.
  3. Unité de puissance selon la revendication 2, dans laquelle ledit angle est compris entre 5 et 12 °.
  4. Unité de puissance selon l'une quelconque des revendications précédentes, dans laquelle lesdites parties de capot se déplacent par rapport à et le long d'une structure fixe (54, 56) à proximité d'extrémités circonférentielles (72, 74) desdites parties de capot.
  5. Unité de puissance selon la revendication 4, dans laquelle une forme tridimensionnelle d'un capot (40) entourant et recouvrant une structure centrale de l'unité de puissance et une forme interne desdites parties de capot à translation (50, 52) sont conçues pour se conformer à la forme desdites extrémités circonférentielles adjacentes de sorte qu'en position déployée, la proportion de ladite première ouverture de sortie de fluide (34) bloquée par ledit agencement inverseur de poussée est augmentée.
  6. Unité de puissance selon la revendication 5, dans laquelle une surface dudit premier trajet d'écoulement de fluide est augmentée dans des régions cironférentiellement éloignées desdites extrémités circonférentielles desdites parties de capot à translation.
  7. Unité de puissance selon l'une quelconque des revendications précédentes, dans laquelle une surface dudit premier trajet d'écoulement de fluide varie autour de sa circonférence.
  8. Unité de puissance selon l'une quelconque des revendications précédentes, dans lequel ladite seconde ouverture de sortie de fluide est associée à des dispositifs en cascade (66 ; 140).
  9. Unité de puissance selon la revendication 8, dans laquelle lesdits dispositifs en cascade (140) sont inclinés à un angle par rapport à l'axe de l'unité de puissance.
  10. Unité de puissance selon la revendication 9, dans laquelle ledit angle est compris entre 0,5 et 10°.
  11. Unité de puissance selon la revendication 10, dans laquelle ledit angle est compris entre 2 et 7°.
  12. Unité de puissance selon l'une quelconque des revendications 1 à 7, dans laquelle ladite seconde ouverture de sortie de fluide a un agencement de fente (100) et lamelle (102) pour aider à rediriger le fluide gazeux.
EP07789287.5A 2006-08-24 2007-08-21 Inverseur de poussée pour moteur d'aéronef Active EP2054608B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB0616740.7A GB0616740D0 (en) 2006-08-24 2006-08-24 Aircraft engine thrust reverser
PCT/GB2007/003192 WO2008023168A1 (fr) 2006-08-24 2007-08-21 Inverseur de poussée pour moteur d'aéronef

Publications (2)

Publication Number Publication Date
EP2054608A1 EP2054608A1 (fr) 2009-05-06
EP2054608B1 true EP2054608B1 (fr) 2014-12-31

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US (1) US8256204B2 (fr)
EP (1) EP2054608B1 (fr)
CA (1) CA2661540C (fr)
GB (1) GB0616740D0 (fr)
WO (1) WO2008023168A1 (fr)

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EP0852290A1 (fr) 1996-12-19 1998-07-08 SOCIETE DE CONSTRUCTION DES AVIONS HUREL-DUBOIS (société anonyme) Inverseur de poussée de turboréacteur à double flux avec grand taux de dilution
US6311928B1 (en) 2000-01-05 2001-11-06 Stage Iii Technologies, L.C. Jet engine cascade thrust reverser for use with mixer/ejector noise suppressor
FR2804474B1 (fr) 2000-01-27 2002-06-28 Hispano Suiza Sa Inverseur de poussee a grilles aubagees de deviation a structure arriere fixe
FR2812035B1 (fr) * 2000-07-24 2003-08-29 Hurel Dubois Avions Perfectionnements aux inverseurs de poussee pour moteurs a reaction, du type a grilles
US6968675B2 (en) * 2002-10-29 2005-11-29 Rohr, Inc. Cascadeless fan thrust reverser with plume control
GB0321139D0 (en) * 2003-09-10 2003-10-08 Short Brothers Plc A device
GB0608985D0 (en) * 2006-05-06 2006-06-14 Rolls Royce Plc Aeroengine thrust reverser

Also Published As

Publication number Publication date
US20090301056A1 (en) 2009-12-10
EP2054608A1 (fr) 2009-05-06
WO2008023168A1 (fr) 2008-02-28
US8256204B2 (en) 2012-09-04
GB0616740D0 (en) 2006-10-04
CA2661540C (fr) 2015-05-05
CA2661540A1 (fr) 2008-02-28

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